Avcenter, Inc.

Operated by Avcenter Inc. (per NTSB report)

The total loss of engine power due to a separated carburetor idle mixture adjustment screw and spring assembly for reasons that could not be determined.

Operated by Avcenter Inc. (per NTSB report)

The pilot's decision to maneuver the airplane over mountainous terrain in high-density altitude conditions, which resulted in the airplane’s inability to maintain altitude or establish a climb.

Operated by AvCenter Inc. (per NTSB report)

The student pilot's improper landing flare.

Operated by Avcenter, Inc. (per NTSB report)

The student pilot's failure to maintain directional control and the instructor's inadequate supervision of the flight. A contributing factor was the deep snow beside the runway.

Operated by Avcenter, Inc. (per NTSB report)

The flight instructor's failure to follow procedures, i.e., operating the non-icing certified aircraft in known icing conditions contrary to the pilot operators handbook which resulted in ice accretion and ultimately a stall and loss of control in flight. Contributing factors were the icing conditions and degraded aircraft performance.

Part: WARNING MESSAGE — FALSE ACTIVATION (RUDDER SYS) · airframe 9,610 hrs · 7,565 cycles

AFTER DEPARTURE AND DURING THE CLIMB OUT, N284CP EXPERIENCED MULTIPLE AMBER MAINTENANCE MESSAGES THAT INCLUDED #1/2 RUDDER SYS INOP, AUTOPILOT INOP AND PITCH TRIM INOPERATIVE. THE CREW HELD ALTITUDE AT 16,000FT TO PERFORM THE STEPS IN THE QRH TO CLEAR THE MESSAGES. THE CREW WAS ABLE TO CLEAR THE MESSAGES AND MADE THE DECISION TO RETURN THE AIRCRAFT TO IAH FOR MAINTENANCE SUPPORT.

Part: DRAG BRACE — BROKEN (ZONE 700) · airframe 9,636 hrs · 10,027 cycles

LEFT MAIN LANDING GEAR DRAG BRACE ASSEMBLY P/N EA1570-501 WAS FOUND CRACKED IN THE UPPER PORTION OF THE DRAG BRACE. CRACK WAS FOUND DURING A PRE FLIGHT INSPECTION. THE CRACK IS IN AN AERA THAT TWIN COMMANDER SL 376 ADDRESSES FOR NDT INSPECTION. CRACKED DRAG BRACE HAD 41.9 HOURS SINCE LAST NDT INSPECTION, INSPECTION WAS COMPLETED IN ACCORDANCE WITH TWIN COMMANDER SL376.

Part: CONTROL CABLE — WORN (ZONE 100) · airframe 10,247 hrs · 8,118 cycles

ELEVATOR LEFT MIDDLE CONTROL CABLE FREQUENTLY WEARS BEYOND MANUFACTURER'S LIMITS WHERE THE CONTROL CABLE PASSES THROUGH A FAIRLEAD LOCATED ROUGHLY AT FS 415. PROPER FLIGHT CONTROL RIGGING HAS BEEN VERIFIED SEVERAL TIMES. CONTACT WITH THE MANUFACTURER HAS BEEN MADE WITH NO APPROVED REPAIR OR ALTERATION FOR THIS ISSUE ASIDE FROM REPLACING CABLE AS NEEDED. THIS CABLE HAS BEEN REPLACED 3 TIMES ON THIS AIRCRAFT IN THE LAST 1500 HOURS.

Part: CONTROL CABLE — WORN · airframe 7,447 hrs · 6,052 cycles

FOUND AFT RUDDER TRIM CABLE EXCESSIVELY WORN DUE TO RUBBING ON FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 2400 HOURS AGO DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 300) · airframe 7,447 hrs · 6,052 cycles

FOUND LEFT FORWARD PRIMARY RUDDER CABLE EXCESSIVELY WORN DUE TO RUBBING ON ITS' GUIDE TUBE AND FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 2400 HOURS AGO DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 300) · airframe 7,447 hrs · 6,052 cycles

FOUND RIGHT FORWARD PRIMARY RUDDER CABLE EXCESSIVELY WORN DUE TO RUBBING ON ITS' GUIDE TUBE AND FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 2400 HOURS AGO DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 300) · airframe 7,447 hrs · 6,052 cycles

FOUND LEFT FORWARD SECONDARY RUDDER CABLE EXCESSIVELY WORN DUE TO RUBBING ON ITS' GUIDE TUBE AND FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 2400 HOURS AGO DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 300) · airframe 7,447 hrs · 6,052 cycles

FOUND RIGHT FORWARD SECONDARY RUDDER CABLE EXCESSIVELY WORN DUE TO RUBBING ON ITS' GUIDE TUBE AND FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 2400 HOURS AGO DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: LANDING GEAR — MALFUNCTIONED · airframe 13,814 hrs · 13,012 cycles

PILOT REPORTED ON CLIMB JUST PRIOR TO LEVEL OFF HE SAW AN AMBER RA INOP ON THE PILOT PFD FOLLOWED BY PT TRIM AND AMBER INOP AP RED FAIL. THE RIGHT PFD WENT BLANK FOLLOWED BY THE MFD AND THE THE PILOT PFD. (AIRCRAFT IS EQUIPPED WITH A GARMIN G1000). TURNED ALL LIGHTS OFF, HOT 5 ITEMS. LOOKED AND SAW THERE WERE NO AMPS AND NO BATTERY VOLTAGE INDICATION, NO RADIOS, AND THAT THEY HAD A COMPLETE ELECTRIC SYSTEM FAILURE. PILOT PERFORMED AN EMERGENCY GEAR EXTENSION PRIOR TO LANDING BUT HAD NO WAY OF INDICATING THE GEAR WAS DOWN AND LOCKED DUE TO NO ELECTRIC SYSTEM. UPON LANDING, ALL THREE LANDING GEAR COLLAPSED. THE CAUSE OF THE COMPLETE ELECTRIC SYSTEM FAILURE IS UNDETERMINED AT THIS TIME AND PENDING INVESTIGATION.

Part: UPLOCK SWITCH — OUT OF ADJUST (NLG) · airframe 9,702 hrs · 7,586 cycles

NOSE GEAR DID NOT INDICATE UP AND LOCKED AFTER GEAR UP WAS SELECTED. FOUND UPLOCK SWITCH NEEDING ADJUSTMENT. ADJUSTED SWITCH AND OPS CHECKED NORMAL.

Part: CONTROL CABLE — WORN (ZONE 500) · airframe 8,979 hrs · 7,816 cycles

FOUND LEFT WING AILERON FORWARD CONTROL CABLE EXCESSIVELY WORN DUE TO RUBBING ON FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 1848 HOURS AGO AND 1405 HOURS PRIOR TO THAT DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 600) · airframe 8,979 hrs · 7,816 cycles

FOUND RIGHT WING AILERON FORWARD CONTROL CABLE EXCESSIVELY WORN DUE TO RUBBING ON FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 1848 HOURS AGO AND 1405 HOURS PRIOR TO THAT DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 600) · airframe 8,979 hrs · 7,816 cycles

FOUND RIGHT WING AILERON INTERCONNECT CONTROL CABLE EXCESSIVELY WORN DUE TO RUBBING ON FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 1848 HOURS AGO AND 1405 HOURS PRIOR TO THAT DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: CONTROL CABLE — WORN (ZONE 500) · airframe 8,979 hrs · 7,816 cycles

FOUND LEFT WING AILERON INTERCONNECT CONTROL CABLE EXCESSIVELY WORN DUE TO RUBBING ON FAIRLEADS THROUGHOUT AIRCRAFT. VERIFIED PROPER CABLE ROUTING AND RIGGING. CABLE WAS REPLACED 1848 HOURS AGO AND 1405 HOURS PRIOR TO THAT DUE TO SAME ISSUE. CONTACTED MANUFACTURER AND DETERMINED THERE IS NO APPROVED REPAIR OR ALTERATION TO FIX THIS ISSUE OTHER THAN REPLACING CABLE. REPLACED CABLE AGAIN AND PROPERLY RIGGED.

Part: FUEL CAP — LOOSE (RT WING) · airframe 7,636 hrs · 6,532 cycles

RIGHT FUEL CAP LEAKED DURING TAKEOFF ROLL DUE TO LOOSE TENSION.

Part: ENGINE — MAKING METAL (RIGHGT) · airframe 16,516 hrs · 13,386 cycles

PRELIMINARY INSPECTION OF ENGINE EXHAUST DUCT SHOWS SIGNS OF SOME TYPE OF FAILURE THAT CAUSED METAL DEBRIS TO ACCUMULATE IN THE DUCT. IT IS SUSPECTED TO HAVE BEEN A BEARING FAILURE AT THIS TIME.

airframe 10,530 hrs · 9,920 cycles

LANDING GEAR FAILED TO EXTEND AFTER GEAR WAS SELECTED TO THE DOWN POSITION.

Part: LINE — CHAFED (FUEL SYSTEM) · airframe 8,298 hrs

DURING A SCHEDULED PHASE INSPECTION P/N 100-920041-15 ALUMINUM MAIN FUEL LINE WAS FOUND CHAFED IN THE LT MAIN LANDING GEAR WHEEL WELL WHERE IT ENTERS INTO THE BACK OF THE WING. THE EDGES OF THE HOLE THAT THE LINE PASSES THROUGH WAS PROTECTED WITH PLASTIC ANTI CHAFE MATERIAL THAT WE CALL TANK TRACKS, OR RAILROAD TRACK, AND HAS A PN MS21266-1N. THIS ANTI CHAFE MATERIAL WAS INSTALLED AT THE FACTORY. THIS ANTI CHAFE MATERIAL CAUSED P/N 100-920041-15 ALUMINUM MAIN FUEL LINE TO BE CHAFED ALMOST THROUGH ITS .030 INCH SIDEWALL THICKNESS. THERE ARE OTHER AC THAT HAVE CHAFED FUEL LINES DUE TO THE CLOSE TOLERANCE OF THE FUEL LINES PASSING THROUGH THE STRUCTURE IN THE MAIN LANDING GEAR WHEEL AREA.

Part: PIVOT — CORRODED (PILOTS CNTRL PNL)

PILOT REPORTED THE AIRCRAFT''S PITOT HEAT SYSTEM TO BE INOPERATIVE. INSPECTION REVEALED THE SWITCH ASSY TO HAVE CORROSION IN THE CONTACTS. THE CORROSION APPEARED TO BE CAUSED BY MOISTURE SUCH AS RAINWATER. (X)

Part: WINDOW — MISINSTALLED (COCIPIT LT AFT)

LOCKHEED JETSTAR COCKPIT LT REAR SIDE WINDOW (IPC 2-232 FIG 23 ITEM D). WHEN A DEFECT ON LT COCKPIT DV WINDOW WAS INVESTIGATED, FOUND LT REAR COCKPIT SIDE WINDOW, REAR UPPER AND LOWER WINDOW RETAINERS HAD NOT BEEN BOLTED TO WINDOW SUPPORT STRUCTURE. RETAINERS WERE ONLY ATTACHED TO FUSELAGE OUTER SKIN. OVER 30 ATTACHMENT BOLTS ARE MISSING AND LOWER RETAINER IS NOW MISALIGNED BY APPROX .1875 INCH OUTBOARD. VISUAL AND NDT INSPECTIONS ARE BEING CARRIED OUT ON WINDOW AREA OF FUSELAGE. LOCKHEED HAS BEEN INFORMED AND ARE INVESTIGATING REPAIR REQUIREMENTS. ON REAR RT COCKPIT WINDOW, 2 ATTACHMENT BOLTS WERE FOUND MISSING FROM TOP RETAINER.